rhasler

Installation of lights should not have had an effect on the speddometer, the circuit that reads the speedometer is separate from the circuit for the dash lights. The lights should be on circuit #3, the speedometer has no circuit number as it is a direct input to the vehicle ecu.

Here is an excerpt from SB 266-017:

For engine serial Nos. 0V0114 through 2R2728 (build date range November 14, 2000 through September 25, 2002), inspect the reset screw for the presence of 032053A stamped next to the screwdriver slot. If the screws are part No. 032053A, the brake has the 215SB321 kit parts. If the reset screws are any other part number, install kit part No. 215SB321, following all the instructions outlined in bulletin SB213027

Kit 215SB321 may no longer be available, but the parts are in the engine brake overhaul kit 4559-31180. You have to remove the engine brakes from the engine in order to install the kit which means the valves and engine brake settings must be adjusted afterwards. While this is done the valve yokes need to be adjusted and the exhaust screws checked for wear by measuring from the face of the hex used for adjusting the screw to the contact surface (part that contacts the valve stem). The measurment needs to be at least .960", if not replace the screws

Yes Im still getting the 4-1 code.

I forgot to mention the speedo was all over the map...But it only did that one time. the dealer asked if I did a recent Clutch job? The clutch is fine.

4-1 fault code is for the speedometer, not the engine position (camshaft) of engine speed (flywheel) sensors. Typically this code is set to derate the engine when there is no signal from the sensor (as a tamper detection preventative). With Mack transmissions, a sudden occurenece, in my experience, is related to a synchronizer failure. Remove the speedometer sensor fromthe output bearing cover & inspect it for debris & damage. Install the sensor as follows: screw all the way in, back out 1 turn, tighten jam nut to no more than 15 lb ft. If the nut is over tightened the sensor can crack, probably why they asked if you had replaced the clutch recently.

Went and looked for any kind of wire today...no dice. There's no switch in the cab, no wire off of the fuel pump. I started it up for giggles and it ran just fine. I'm very confused. One other note, this engine is governed at 1800. Is that normal for the ETAZ?

My manual shows that 1800 rpm is the full load goverened speed for the ETAZ(B)673C engine. No load rated speed for said engine is 2185 rpm.

I've submitted what I felt was an interesting question several times to Mack's "Talking SCR", asking why Mack doesn't offer an EPA2010 SCR V8 engine, never get a response. I thought that I'd share it here.

To Mack's "Talking SCR":

When I mentioned my intrigue that Scania planned to reach reaching Euro-6 (extremely close to EPA2010) using ultra high pressure injection in excess of 2400bar with EGR/SCR and a VGT, but without the need of a DPF, you in fairness hesitated to call Scania's Euro-6 developments a success with over 3 years before its commercial launch (Euro-6 begins in 2013). My thoughts were about Scania being able to reach that emissions level without requiring a DPF, amounting to a significant savings in the purchase price of the truck, weight savings and simplification of the truck design.

I learned recently that Scania is currently test running new Euro-6 ready 5 and 6-cylinder inline and V8 engines – heavily modified, but derived from its current Euro-5 models – in Sweden for its recently-launched new R-series trucks.

In addition to testing in engine test bays and endurance rigs – the latter designed to prove compliance with the requirement for 700,000 km (435,000 miles) and 7 years within Euro-6 specifications, pre-production Euro-6 engines are also being used to power some of the company's own Transport Laboratory mixed brand haulage fleet, which tests developments while hauling major truck components from its Södertälje factory in Sweden to the Zwolle production plant in the Netherlands – with tractor units racking up 340,000km (211,000 miles) per year.

For Euro-6, Scania has employed several major enhancements. For example, unlike the current Euro-5 V8, which uses SCR alone to control engine-out NOx, the new Euro-6 engine uses a combination of SCR, EGR and a closed diesel particulate filter to meet the stringent Euro-6 PM requirements.

It also features a single variable geometry turbocharger and XPI (high pressure, digitally-controlled, multiple injection common rail fuel injection jointly developed by Scania and Cummins).

Scania's Euro-6 V8 also takes advantage of technology developed for the new 730hp Euro-5 SCR V8. For example, cylinder combustion pressures have been raised from 165bar on the earlier 15.6-liter V8 to 200bar on the new 16.4-liter engine – necessitating a change to compacted graphite iron in the cylinder block.

Also, the XPI technology now takes injection pressures up to 2,400bar, and Scania has developed multiple variations for its injection profiles, based on an HCCI (homogenous charge compression ignition).

With Scania's apparent success in reaching Euro-6 with 6-cylinder inline and V8 engines, I'd very much like to know why Mack doesn't offer a ClearTech SCR-equipped EPA2010 V-8 engine? Mack Truck's legendary V-8 powerplants have been a long-time signature Mack product. Wouldn't an SCR/EGR/particulate filter combination (or SCR/EGR/DPF) combination) allow Mack to offer an EPA2010 V-8 engine?

I'm a Mack man thru-and-thru, but given the positive experience I had with Scania-powered Mack R-487Ps, I've kept an eye on Scania, who recently launched a new V8 range with 500, 560, 620 and 730 horsepower ratings, with max. torque up to 2,581 ft.lb (3,500 N.m), that are designed to meet Euro-6 EEV standards (enhanced environmentally-friendly vehicle), which is very close to EPA2010. S

Scania's V-8 developments catch my attention because Mack Truck's legendary E-9 V-8 had a very loyal customer following (actually still has), not unlike Scania's 16.4-liter V-8, Mercedes-Benz's 15.9-liter V-8 and MAN's 16.2-liter V-8 engines sold today. Although the V-8 might be called a niche market, Scania, Benz and MAN have continued to profitably meet customer demand for V-8 powertrains while also meeting evolving emissions standards. Scania's new V-8 reaches Euro-6 and I'm confident that Benz and MAN will as well.

Why doesn't Mack take advantage of its decades of V-8 engineering expertise and introduce a "pedigreed" Mack-designed EPA-2010 V-8 engine? If stricter EPA emissions standards indeed killed Mack's E-9 V-8, how have Scania, Benz and MAN been continually able to upgrade their V-8 engines to meet tightening emissions standards?

I'm extremely confident that Mack customer demand for a pedigreed V-8 powerplant both in the North American market and Australia would be very favorable. In the U.S. market, Mack would be the envy of the competition, having the market all to themselves.

Maybe they're afraid it would make too much sense to own a whole market segment.

On your engine the engine brake is supplied power through the engine ecu. There is a disable relay for the ABS system but that doesn't sound like the probelm. I would look at the solenoids personally, especially if nothing has been done with the Jakes/valve adjustment lately. If you haven't done anything with the Jake you may want to install the Jake overhaul kit. Jake suggests the brake be rebuilt at 150,000 miles. The overhaul kit p# 4559-31180 updates the Jake to current revision level and includes reset screws, springs, control valves, most of the snap rings, and solenoid o-rings. The exhaust valve yoke adjusting screws need to be checked for wear. If the screws measure less than .960" inches they ALL need to be replaced with current part number 421GC41CM. Installing the overhaul kit requires a slave lash setting change from .015" to .021". Most of these changes were implemented to prevent breaking of the valve yoke guide pins and subsequent valve dropping issues.

The engine brake solenoids are located under the valve covers. They sometimes quit working properly. Did this just crop up or have they been acting erratically since new? There is an update kit available through Mack Partswhich corrects some weak brake and other problems associated with your model Jake Brake. I will look for the service bulletin later and let you know

.

Rob, you are a magnanimous and wonderful person.

The modern disc brakes you see without the shaft have been around for a while in Europe (over a decade). And those Bendix disc brake parts and designs are from Knorr Bremse, parent company of Bendix. Knorr is a big foundation brake company along with Wabco and Haldex.

Unfortunately people appear to be hesitant to spec them which is why so few stock the parts. Plenty of parts to be had on a global scale so supply is no problem. I bet they will become near manditory of the feds decide to shorten the mandated braking distance.

Mack doesn't offer any disc brakes on their axles. The airliner axle from Hendrickson does have disc brake options so it might be an option for vendor axles.

Regarding stopping distance-you're probably right. Regarding compatible axles-Bendix air disc are available on 12,000 front and 40,000 rear supplier axles as of now. I wonder if they will be available on the Mack FXL axles, as these, I believe, are manufactued by Meritor. Mack has also recently changed the standard production brake from Meritor Q Plus to the Bendix ES. One thing I've learned from working on Mack MP engines is that global supply of parts doesn't neccessarily mean local availability.

So is the problem high coolant temperature or is it high pyrometer temperature? I'll see if I can find the specs. for boost tomorrow.

My tune up specs for 1984 don't show an E6 300 engine with series charge air cooling. I'm guessing the original engine was replaced in 1984 and the engine components from the original were put on the ReMack engine. Judging by the other engines in the book I would guess boost should be between 19-27 psi

is this ETZ673 the same as a ENDT676 285hp?

they look the same from the out side? was the ETZ just a Ca emissions motor? Alwasy wondered what a ETZ was desegnated for. seamed kinda rare of a engine?

Here are the model designations for pre 1980 engines, sorry about the quality of the scan. I'll load it to the wiki as well.

Engine Model Designations.pdf

Check the steer axle tires for feathering. This is an indication of possible tie rod end/toe setting problems. Wear on the tires generally appears as no or almost no tread on one edge of the tire, and slightly increasing tread, in a staggered pattern, to the opposite edge. A tire worn on one edge as stated above but without the feathering is generally a camber problem and is most often kingpins or wheel bearing. Mack has specific guidleines for checking kingpins for acceptable play but they are much too technical to get into if you're just going to check it out.

Thanks for the help Rob. It gives me a little more insight as to what I'm dealing with. I am new to the site and was unable to find the diagram you mentioned in the help section. I searched for B61 wiring diagram and nothing came up. Any ideas? I can see I have my work cut out for me with this beast. I am used to military 24v systems, which are more cut and dried, but I always like learning something new!

It's under the wiki tab at the top of the screen. Click wiki, click antique and classic Mack truck articles, click antique and classic Mack info. It should be the last entry on the first page.

So is the problem high coolant temperature or is it high pyrometer temperature? I'll see if I can find the specs. for boost tomorrow.

Here's a link to the Bendix Quick Reference Guide. Air dryers are in section 08. http://www.bendix.com/en-us/service/library/Pages/Home.aspx

Hopefully you can identify it by comparing to the one on your truck.

There are several different models available in a couple of brands (Bendix and Meritor/Wabco). Without actually looking it up by chassis record theres no way to know what it was built with. The Bendix AD-9 is a popular model, but the cartridge is not a spin on. It is mounted inside of the air dryer assembly. This may be what you have since the mechanic says there is no cartridge. There are rebuild kits available for them as well as exchange units. I'm unsure of the cost of the rebuild kit compared to the exchange unit. By the way, don't go cheap on this. Make sure to buy whatever you get from a reputable source, there are all kinds of counterfit air dryers out there. There have been cases of air dryer cartridges filled with cat liiter instead of dessicant material. You may be able to identify your air dryer yourself by visiting the Bendix website & looking at their quick reference guide.

sounds good to me, have office go ahead and bill it to me, i will be by in the next couple weeks to get it,

thanks very much for your help.

im looking for your post on a vaulve freezing up on the birth a/c. mine keeps doing that, so maybe we can work it out so i can get my a/c fixed while im there????????????????

If you can't find the post this is probably the information you're looking for:

SB637021

Date: 08/31/05

Model: CX, CH, CXN, CHN

(Also applies to Mack Trucks Australia)

Sleeper Air Conditioner Evaporator Freezing and Icing — CXN, CHN, CX and CH Models with Blend Air-Type HVAC System

If sleeper air conditioner evaporator freezing and icing up complaints are encountered on CXN, CHN, CX and CH model chassis equipped with the blend air-type HVAC system, a service replacement front (cab) expansion valve (part No. 4379-RD570151) is available through the MACK Parts System. Replacing the cab expansion valve (front unit) located on the cab bulkhead will correct the ice-up condition of the rear sleeper unit.

Expansion valve part No. 4379-RD570150 is not applicable for this repair. Be sure to use the service replacement part No. 4379-RD570151.

Hope it helps

There is some good info here. Check the service pdf.

http://www.roadranger.com/Roadranger/productssolutions/brakes/airdiscbrakes/index.htm

Thanks. I'm always wary of new products, especially when there is a lot of "information" available for them. Usually it seems to be mostly sales literature, but Bendix is pretty good about the information they put out and their products are generally pretty bulletproof (assuming they weren't counterfit products and that they are installed correctly). They wouldn't be making the majority of brake valve products, etc. if they didn't build quality products. With all new products it's not what they tell you that's important, it's what they leave out that is. Guess I'm just sceptical when someone tells me I should upgrade from a system that suits my needs without any problems to something pretty unproven at substantial cost to me.

I give you my last 6

139664

Can you check this one, all original?

Thanks

It looks to be, and all production to boot. This only shows the information Mack is aware of (ie if you swap parts with something from a wrecking yard and don't have a dealership reprogram the new ecu that info won't show up). If you are the original owner and know that nothing has been replaced then what I'm looking at says everything is the same as when it left the factory. You do show to have compatible software (Step 7A) for the file mentioned earlier. The engine, if rebuilt/replaced with New Mack parts, requires a low Nox datafile be installed. Not installing the file when required results in severe financial penalties to the person doing the work and maybe to the owner, I'm not sure on that one. Also, I am unaware of how these are enforced in Canada. Remember that these files don't solve all problems, and certainly not existing mechanical problems.

There may also be one for Gambi80. PM me the serial on your truck and I'll look to see what step its supposed to have. Depending on if the engine has been rebuilt, if certain components inside the engine have been replaced, or if the engine has been replaced with a ReMack engine, the datafile may be a "Low Nox" file. This is federal EPA stuff and if this is the case I don't think Mack will change it to something else. This applies to the VMAC I, II, and III chassis with certain serial numbers

I checked my information. There are actually different files. One for highway chassis & one for vocational chassis. It is DSM enabled. I was partially incorrect earlier. The file is actually to correct the problem at light load and ambient temperature of 80 degrees. Now that I think about it there was a CH613 that came into the shop shortly after the RD688S with the same problem and thats how I found out about the highway file. It's application depends on the software step in your ecu's. The best way to find out what your ecu's are programmed with is to have your preferred dealership connect to it and find out for sure. Another thing to keep in mind is that you may no longer be able to get this file enabled.

I'm not sure how many of these trucks were produced. We never had any in our area (and not many Midliners either). From what I've looked at so far I don't see any being built with the P1141 but I'll look some more.

Ok, so I missed HK Trucking reply, so that's a +1

Then another +1 for Rob

Hatcity also gets a +1

I think I'll need a calculator if this keeps up much longer

Let me know how this sounds:

#1 +1 for everbody involved (points for participating)

#2 +1 for Barry for initiating it

#3 -1 for Barry for letiing Other Dog take it too far

#4 +1 for Other Dog for taking it too far

#5 +1 for Rob for restraining himself

#6 -1 for Rob for not participating as much as everyone else

#7 -1 for Other Dog for not including Rob (which caused Rob to lose a point)

The way I figure everyone is now up at least one point, but my math might be wrong. Does this seem fair, or am I over analyzing the situation?